Aeroplane



0V. W. GREENE.

AEROPLANE. APPLICATION FILED MM2?. 1914.

Patented July n, 1922;

1 3 SHEETS-SHEET 2`.

.0. W. GREENE.

'AEROPLANE.

APPLICATION FILED MAR. 27, I9I4.

Patented July 1], 1922.

I3 SHEETS-SHEET 3.

O. W. GREENE.

AEROPLANE.

APPLICATION man MAR. 21.1914.

Patent-ed July '1l 1922,

1&22, 19?.

. 2 Z /M w AW Z. y W. 7%. H

H E .5. f Mw ff/ M W l 0. W. GREENE.

AEROPLANE.

APPLICATION FILED MAR.27, 1914.

Patented July 1l, 1922.

13 SHEETS-SHEET 5.

(l. W. GREENE.

AEROPLANE. A'PPLlc/moN FILED MAR, 27, 1914.

I3 SHEETS-SHEET 6- Patented July U, 1922.

o. w. GREENE. AEROPLANE.

PPLICATON FILED MAH. 27,1914- I I 1,422,1 97. Patented'July 11, 1922.

I3 SHEETS-SHEET 8.

o..W. GREENE. AERoPL-ANE.

APPLICATION FILED MAR. 27, 1914.

" Patente@ J uly 1l, 1922.

I3 SHEETS-SHEET 9.

o. w. GREENE.

AEROPLANE. APPLICATION EJLED MAR.27, 1914.

Patented July M, 1922.

13 SHEETS-SHEET l0.

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o. w. GREENE.

AEROPLANE.

APPLICAUON ElLED MAR`27.1914.

Patented July 1l, 1922.

13 SHEETS-SHEET I l.

0. W. GREENE.

AEROPLANE.

AFPLICAUON FILED mm2?, 1914.

19422, l 9? A Patented July M, 1922.

13 SHEETS-SHEET l2.

MW www@ 0. W. GREENE.

' AEROPLANE. APPLICATION FltEo MAR. 27, 1914.

Patented July 1l, 1922. 13 SHEETS-SHEET I3.

OTTO W. GREENE, OF ELYRIA, OHIO, ASSIGNOR TO THE GREENE AERONAUTICAL COM- PANY, OF ELYRIA, OHIO, A CORPORATION OF OHIO.

AEROPIiANE.

Specification of Letters Patent.

Patented July 11, 1922.

Application led March 27, 1914. Serial No. 827,532.

had to the accompanying drawings7 which form a part of this specification.

'This invention relates to aeroplanes, the lifting effect of which Ais produced by the propulsion of the device through the air, and a primary object of the\invention is an aeroplane automatically maintained in equilibrium during flight. In aeroplanes of various types, now common in use, as the monoplane, biplane, etc., the machine is maintained in equilibrium through the Y manual operation ofcontrol levers andl a successful flight of the device therefore depends largely upon the ,skill of the aviator in operating the various control levers to counteract the disturbing effect' of a momentary gust of wind or other force tending to unbalance the machine. The machine. which forms the subject matter of this invention in its progress through the.air in ascending or descending or turning to one side or the other, is under control of the aviator, while .the means for maintaining the balance of the machine about one or more of the longitudinal, lateraland vertical axes are brought into operation by the force tending to imbalance the machine, the operation of which doesfnot effect the guidance of the machine and which balancing means performs its function without the exercise of judgment on the part of the aviator either to maintain in or return the machine to the position of equilibrium.

In the devising of means whereby this general object may be attained and the aeroplane made safe and stable and the device readily operable by persons without special knowledge of the effect of air currents, or the operation of other laws governing the flight of machines of this nature, several secondary objects and novel features of construction, are involved among which may be mentioned a means independent of the control of the aviator for setting the machine ait/,a Vgliding angle unden the action of vgravity whenever the propelling means becomes inoperative. Also means for preventing an oscillation of the machine about its longitudinal axis, produced through the warping of the wings to overcome the effect of a sudden of wind and also to dampen such oscillation and bring the machine to normal equilibrium. A further object is .involved in the means for maintaining the machine in balance while turning a curve, in which condition the lifting effect on the inner side ofthe machine is less than that on the outer by reason of its turning on a shorter radius and thus travelling at a slower rate of speed, and also involved in the means through which the machine may automatically adjust itself to counteract the detrimental effect of gusts of wind while making such turn.

These and other objects and novel features of construction are hereinafter more fully described and claimed and shown in the accompanying drawings in which- Figs. 17 2 and 3 show respectively a plan, end elevation, and side elevation of a monoplane embodying my invention.

Figs. 1, 5 and 6 show a front view of an aeroplane in various positions.

Figs. 7 and 8 show a plan view of the machine under action of a side wind.

Fig. 9 is a plan view of the machine while turning a curve.

Fig. 10 is a front elevation of a machine in turning a curve.

Fig. 11 shows a diagrammatic front View of themachine with one wing set to lift more than the other to provide for a shifting Weight carried by the machine.

Figs. 11A to 17 are diagrammatic views of an aeroplane in various attitudes assumed in flight. Fig. 17 shows the plane at rest upon the ground in the position of starting.

Fig. 18 is an enlarged plan view of the box containing the principal control appara- .tus positioned upon the upper side of the ice control clutch and self-locking windlass to which the power of the wind wheel is applied.

Figs. 23 and 24 are details showing the hydraulic valve for locking the winding drum.

Fig. 25 is a detail partly in section of an automatic clutch.

Fig. 26 yis a section on line a--a of Fig. 25.

Fig.'27 is a perspective view of the -swinging weight and its connection to the automatic clutch and winding drum. Fig. 27 A is a detail of the mounting of the v swingingBweight.

Fig. 2 is an elevation of a compensating device shown in Fig. 27.

Fig. 28 is a diagram of an aeroplane in plan view showing the position of vanes and their connection to the control apparatus.

Fig. 29 is a detail of the gyroscope utilized in maintaining for-andeaft balance and control.

Fig. 29A is a detail in side elevation showing the levers connecting with the lower end of the gyroscopic frame.'

' Fig. 30 is a detail of the mechanism driving the'gyroscope.

Fig. 31 is a perspective view of the gyroscope and the levers connecting it with other related parts of the machine.

Fig..32 is a detail of a sliding block on a control rod.

Fig. 33 is a detail of one of the connections to thelevers for operating the shoes of the automatic clutch.

- Fig. 34 is a detail of the mounting for the tiller lever.

, Fig. 35 is a'detail of the mounting of the control'lever, shown inFig. 31.

Fig. 36 is a detail of the mechanism emfor ployed in turning the machine to a gliding angle upon a failure of the propelling mechanism.

Similar characters refer to similar parts throughout the drawings and specification.

The machine shownby the drawings is what is known as a monoplane, but as hereinafter shown the apparatus, through operation of which the machine is maintained 1n equilibrium, may be readily adapted for use plainly in Fig. 1. The machine shown is provided with large sustaining planes. P and P1, whose angle of inclination to the air mayv be altered through operation of cables and A1l attached to the rear lower side of the. planes and near they outer extremity thereof,

thence passing through the pulleys p supported on the framel f, near the center of the machine and thence to the Winding drum C. By rotation of the drum C, the wlngs or planes may be flexed and one wing set at a greater angle to the air than the other to vary the lifting power. The planes are 'held at the forward edges by the guy wires 5 and 6 rigidly attached to the frame and about which, as centers, they are capable of deflection.

The machine is also provided at the rear end with the usual small pivotally supported horizontal planes E and E1 controlled through operation vof the cables B and B1 attached to the lower and up er ends respectively of the lever B2. f) ends ofthe cables pass around the pulleys p1 to the winding drum D, rotation of which will vary the angle of the Aplanes E and El through rotation of the supporting shaft E2,

and the machine thus made to ascend or descend. Y f

Normally the machine is moved through the .air by rotation of the propeller F actuated by means of an engine G, indicated by dotted lines in Fig. 3.

lated independentlyofthe mechanlcal power for forcing the machine through the air, second a lateral control actuated by disturbance of the lateral balance to applyv suchpower to rightthe machine, third, foreand-aft control actuated. through'a c ange in position of the vertical axis of the machine produced by any external cause, to utilize the independent power to right the machine, fourth a vertically positioned vane or vanes pivotally mounted'at their-forward ends adapted to be actuated by a change in the directionl of the fiow of air past the machine and through the deflection of which the said source of power is utilized to balance the machine in opposition to such external force, and fifth, an element or elements cooperating with either or all of the'above named velements to prevent action of such elements greater than is required to right the machine in opposition to the applied disturbing force, and through the operation of It is to be understood which an oscillation about the longitudinal or the vertical axis yis prevented.

In all aeroplanes if the propeller (in this case propeller F) be rotated 'bythe engine G at its normal Iying speed, the machine will maintain a normal speed of movement, through the air subject to some variations due to gusts of Wind or other air conditions,

and this movement of the -machine through the air enables the elevating planes E and El to change the fore-and-aft angles to the horizontal if rotated about the center shaft by the cords B, B1.- In the ordinary machines at present in use there is little probability that gusts or change in velocity of movement of the air would so suddenly occur that such change would equal the speed of the machine which in the present state of the art ranges from 40 to 125 miles per hour. Such gusts would alter the sustaining effect of the planes only in the case of a sudden decrease in the velocity of the wind, if the aeroplane is moving against it or a sudden increase l in its velocity if the aeroplane is moving with the wind. If the gust becomes constant, the engine and propeller would soon cause the machine to pick up the speed and normal conditions be again attained, and if the change be of short duration the machine would have but a momentary impairment of-function. Therefore, if the planes E and E1 be controlled, the forward movement of the machine may be controlled and its speed maintained at normal as the machine may be made to descend to pick up speed or ascend as occasion may demand.

As the speed of movement of an aeroplane through the air may thus be readily maintained at a rate higher than the lowest rate possible adapted to maintain'the machine in flight, I have, in the embodiment of my invention illustrated, utilized a wind wheel as the most convenient and dependable source of'power independent of the propelling 4mechanism capable of operating means adapted to maintain the machine' in equilib-v rium at all times.

The major part Aof the automaticcontrol apparatus is preferably inclosed in a box H mounted on the upper side of the aeroplane as shown more particularly in Fig. 1, to the rear of which is the aviators seat I, and Isuch levers as require manipulation extend toward the seat from'said box. The wind wheel power apparatus is shown somewhat diagrammatically in Fig. 19, and consists of a wheel S, facing the front of the machine and situated at the front end of thebox H. The propeller blades are attached to a shaft 7 mounted in the bearing 8 at the front end of the box H, as shown in Fig. 20, and in a bearing 9 at the rear end of the box H, as

shown in Fig. 21. Keyed to the shaft at G0 the rear end are the pulleys 10, 11 and 12. The pulleys 10 and 11 may be provided with belts but preferably are of the nature of sprocket wheels in which the chains 13 and f '14 shown in Fig. 19 engage' respectively. These chains in turn pass about the 'pulleys lyrad 16 upon opposite sides of thepropeller shaft and are attached respectively, as hereinafter' more fully described, to the shafting of the companion clutch devices J and K, whose shafts are parallel with the shaft 7, and which shafts are thus continuousl operated.

T rough intermediate mechanism the clutch J controls the operation of the winding drum D, through which the lelevating planes are manipulated. Likewise the clutch mechanism Kfcontrols the operation of the winding drum C through which the sustaining planes are flexed.A About the pulley 12 is a chain or cable 17 which passes about the pulley 18 on the shaft 19, through operation of which s haft'the gyroscope, hereinafter more fully described, is maintained in operation andl through the medium of which -fore-and-aft control is automatically attained.

' The automatic clutches J and K and connected devices for operating the winding drums C and D are alike in all general respects and a description of the operation of one group is considered sufficient for both. One of the clutch devices J ,winding drum D, and related apparatus, is shown in assembled form in Fig. 22, details of parts of the mechanism being shown in Figs. 23, 24 and 25. The clutch mechanism J has a shaft 20 constantly'driven through operation of the pulley or 'sprocket 15 and chain 13. and this shaft 20 is provided with two lbevel friction wheels 21 and 22 adapted to engage the bevel friction disc 23 on a shaft 24, at right angles to the shaft 20. The shaft 24: is provided with a worm 25 meshing with a worm wheel 26 situated below the shaft 24 and to which the shaft 27 is keyed, and at the outer en d rection changes the angle of inclination of thel planes E and E1 to the horizontal to ascend or descend, depending upon the direction of rotation. As the shaft '2O is continuously operated, engagement of the friction wheel 21 with the disc 23 will cause a rotation of the winding drum in one direction andengagement between the disc and wheel 22 will cause rotation in the opposite direction. Engagement of one or the other of said friction wheels 21 or 22 with the disc is caused through longitudinal movement of the shaft 20.

A detail of the clutch and relation of the shaft 2() thereto is shown in Fig. 25. It is to be noted that the pulley orj sprocket 15 is not directly attached to the shaft 20 but .drives the sleeve 28 which is mounted in ball block 33 situated between the gears7 and this block is provided with pins 34 preferably three, in number, on which are mounted similar gears 35 meshing with the gears 31 and 32 and forming a differential gear drive.

Rotation of the sleeve 28 will thus drive. both discs 29 and 30 vat equal speeds if both be equally'free to "rotate lf one or the other of'said. discs is held froln or retarded in rotation the opposite disc will rotate at greater speed and when released the two discs will return to normal relation through operation of a coiled spring 36, one end of which is attached to the disc 3() and the opposite end to the disc 29. If one disc rotates more rapidly than the other the spring is simply wound up and placed under tension and when released will return the discs to normal relation. The hub of the disc 29 is internally threaded and ablock or key 37 is secured in a slot in the shaft .20, the edges of the block are threaded to engage in the threads of the hub of the disc 29 and -the 4sleeve 28 is slotted at 38 and 39 to allow the keyto pass therethrough.

By reason of the key 37 passing through both the sleeve 28 and the shaft 29, rotation of the sleeve 28 causes rotation of the shaft 20 continuously at normal speed, but if the disc wheel 29 be held from rotation the key 37 will rotate relative to the threads in the hub of the disc wheel causing the shaft 20 to movelongitudinally. If the friction disc 30 be held from rotation` the disc 29 will be made to rotate faster than the shaft 20, causing a longitudinal movement of said shaft in the opposite direction. Both discs are mounted to rotate relative to the sleeve 28. It therefore, becomes evident that one or the other of the friction wheels 21 or 22 may be made to engage the friction disc by simply retarding the rotation of one-'or the other of the discs 29 or 30. Rotation of either Jfriction disc may be retarded by bringing the brake-shoe 40 or 41 into engagement with its corresponding disc.

It is to be noted that the operation of the winding drum and connected mechanism is not dependent upon the extent of the power or force `with which the brake-shoes engage the friction discs, as either shoe need only retard the respective disc to cause an endwise movement of the shaft 20, 'and it is also to be noted that the power applied to drive the shaft 20 need not be great in order to exert considerable power and operate the elevating planes E and E1, las said power is transferred through the friction ,"wheel 23, worm 25 and worm wheel 26 in a manner to multiply the force many times.

The power of the blades S therefore need not be great, as the force applied' through the cables B, B1, and the. winding drum will be sufficiently great for all purposes.`

Also by varying the size of the friction discs 29 and 30, and by variations of the pitch of the` threads in the hub of the disc 29, and of the engaging key 37, any desired pressure between the friction wheels 21 or 22 and the disc 23 may be attained in Order to transmit the necessary power to the worm shaft. By such alterations in design of the structure outlined any desired variation in speed of movement of the cables B and B1, and the power exerted thereby may be varied to suit various types of aeroplanes and various conditions arising during flight.

Rigidly secured to the worm shaft 27 is a spur gear 42 which engages the rack teeth cut in the. ro'd 43. The'rod is attached to a piston 44 reciprocable in the case or cylinder 45. The movement of this piston is controlled by the balanced valve 46 shown in section in Fig. 23, and in plan view in Fig. 24. The casing or cylinder 45 is preferably filled with oil which may be utilized'for lubrication of various parts as hereinafter indicated. There is a passage 47 and 48 at each end of the cylinder 45v through which oil may flow, both of which lead tothe valve chamber 49.. The valve has a central 'part 50, which lits the bore of the chamber and normally closes the passages and prevents oil from flowing from one end to the other of the cylinder 45. and so holds the piston and piston rod from moving, whereby the winding drum Dis securely held from rotation at such timers. By this means the elevating planes are firmlyheld in what- ,ever position they arejset until released therefrom b v operation of the chain of mechanism. The valve 46 is provided with a lever 51 having a forked end engaging in a groove 52 in the shaft 20 as may be clearly seen in Fig. 22. When both the friction wheels 21 and 22. are out of contact with the friction disc 23, which is the normal condition of said parts, the valve 46 is in normal position in itscase or chamber 49, and the channels connecting the opposite ends of the cylinder 45 are closed and the piston held from movement'. Movement of'the shaft 20 in one direction or the other by the clutch mechanism moves the valve and .opens the said channel allowing a restricted flow of oil between the cylinder ends. Consequently a sudden deflection of the elevating planes is prevented as rotation of the shaft 27 and winding drum is controlled by movement of the piston 44 in the cylinder 45. The change in angle of the planes E and E1 is thus gradually made.

Inasmuch as the oil ,displaced on that side of the cylinder in ,which the piston rod rides is less than ,the displacement upon the other side, oil will either be taken from or discharged into the passage 53 immediately K above the valve chamber 49, with which itis in communication through ports 54 and 55. This chamber 53 has apipe 56 connected therewith leading into asump 57 from of the mechanism. The chamber is also provided with a tube 58 leading to other devices or parts of the machine, the mechanism thus operating as a force feed oiler, which forces oil to the various parts which eventually finds its way to the sump, and is again taken up and forced through the'tubeJ 58, a part only of which is here shownvbut to which various distributing tubes may be connected as is commonlythe practice in oiling devices. The tubes 56 and 58 are each provided with a ball check-valve each operating in the proper direction to draw oil from the sump and discharge it into the tube 58. By this arrangement all the mechanism 1n the 'control box may be continuously supplled with oil and the cylinder 45 is also maintained free of air at all times.

As before stated the clutch devices J and K are alike in all material respects, and it is through the medium of these devices that the winding drums are actuated. The winding drum D operates to alter the angle to the horizontal ofthe planes E, El, while the winding drum C operates to alter the angle of incidence of the sustaining planes vthe cables being so attached to the sustaining planes that if the angles of incidence of one plane is increased, the angle of incidence of the other is correspondingly decreased. By use of the hydraulic locking device above described, it will be readily seenthat. if one of the friction discs be held'from rotation bythe corresponding brake-shoe, that certain gradual rotation of the -corresponding winding drum is produced. As will bc seen hereinafter, if the disturbing force producing the operation of one or the other of the brake-shoes ceases to operate, or is overcome by the change produced through operation of one or both* the winding drums, the corresponding shoe is Yreleased from the retarding disc and the shaft 20 returned to normal position with both the bevel wheels out of cont-act with the bevel discI 23. This sets the valve with the central part 50 closing the channel between the opposite ends of the cylinder 45 which locks the corresponding winding drum C or D, and firmly holds either or both sets of planes, as the case may be, in the position required to counteract the opposing force.

The operation of the independent source of power and the means through which isy operates to produce a change in the angle of the various planes thus becomes evident. The device or devices through which a foreand-aft control of the machine is attained simply operates the brake-shoes 40 and 41,

'the use of asimilar block.

and the means for maintaining the machine in' lateral balance operates a similar pair of shoes 60 and 61 engaging the friction discs of the companion clutch mechanism K. The means for maintaining the machine in lateral balance is `shown somewhat vdiagrammatically in perspective in Fig. 27, details of the structure being shown in Figs. v27A and 27B.

In Fig. 27, the discs 29A and 30A are indicated by dotted lines, and the mechanism through whiehmotion is imparted from the clutch member K to the winding drum-Cv is not lndicated in Fig. 27 but the relation of parts and mechanism connecting the same is virtually the same as in Fig. 22 heretofore described. The lateral balance is controlled by means of a mobile weight such as a pen dulum 62 universally pivoted at 63 to the vertlcal shaft 631 secured in the box or case The lower end of the pendulum, as may be seen in Fig. 27A, is provided with a roller which vrides in a groove in a guideblock 64 supported within the control box, which arrangement insures a swinging of the pendulum crossw1se of the machine only. EX- tending laterally from the pendulum is a stud 65 'carrying a block 66 on the end thereof. The end of the stud is circumferentially grooved at 67, as shown in Fig. 27A, and the block is aperturedy in two planes so that, when placed in position on the stud 65, the groove 67 is in alignment with the cross aperturein which a bent end of the link 68 engages. This bent end engages in one side of the groove 67 of the stud 65, thus preventing accidental withdrawal of the block 66 from the stud and also allowing for free movement of the stud 65 and bent end of the rod 68 therein. This pivotal connection between rods is used in many places, and the block 69 in Fig. 33 more clearly shows the arrangement of the rods in all instances of The inserted end of thev bent rod is provided with a cotter pin orthe like which prevents its accidental removal from the block. The link 68 is connected to a pivot block 70 on the crossbar 71, the opposite end of the crossbar being connected by similar blocks and link 72 to a depending end 73 of the rock shaft 74. By the swinging or pressure of the weight to and fro the shaft 74 is rocked one way or the other forcing the shoe 60 or 61 as the case may be, into contact with`the corresponding discs 29A or 30A of the clutch mechanism causing a rotation of the windv ing drum C in'one direction or the other which flexes the sustaining planes in a corresponding manner. It is therefore to be seen that if the machine, from any cause, tends to tip forward one side or the other, the weighted pendulum will immediately swing or tend to swing toward the lower side causing Contact of the proper brake-shoe with its friction disc, and as the cords are of one plane is increased while that of the other plane is decreased, the plane on the lower side will be set at the greater angle of incidence causing that side to raise. Other examples of the function of the'mobile weight are hereinafter given.

The' lateral balance of the machine may be disturbed byvsudden gusts of wind or change in direction of the flow of air.` To counteract the effect of such changein the direction of flow, I have provided vanes V, V1 which are pivoted at their front ends to the upper part of the planes P and P1 outside of'the area ofinfluence of the propeller F. About midwa of their length these vanes are connectedy by a cable or rod 75 and 76 respectively to a rock arm 77 attached'to the upper end of the supporting pendulum member 631 and adapted to twist the pendulum on its vertical axis and thereby swing' the cross bar 71 and link 72 and rock the shaft 74 causing a contact of one or the other of the shoes 60 or 61 with its corresponding disc wheel of the clutch mechanism. This causes a rotation of the winding drum C and produces a flexing of the sustaining planes reducing` the sustaining force of one andincreasing that of the other to counteract the effect of the disturbing force and maintain the machine in equilibrium in opposition thereto. The utility of the Vanes V and Vl is readily apparent in case of ya sudden gust blowing crosswise of the line of flightI of the machine, in which instance the vanes may swing to the right o-r the left, as the case may be, and flex the plane on the side adjacent to that from which the wind is blowing at the greater` angle of incidence. and thus prevent the air current from turning the machine about its longitudinal axis.A The action Aof the vanes, however, in nowise interferes with the independent action of the mobile weight as it may also l'leX the* planes even when the planes are flexed by the vanes in the same or opposite direction as they tend to be flexed by movement of the weight.

vAs the weight swings or tends to swing to one side of the machine causing a contact of one of the brake-shoes with its corresponding disc of the clutch mechanism, it will be evident that said shoe will continue infcontact with the wheel until the machine has righted Vitselfl and probably passedbeyond the position of equilibrium before the weight swings to the opposite side of the machine causing a contact of the other shoe with its corresponding friction disc and flexing the planes in the opposite directionl As this wouldcause a continual oscillation of thev machine about its longitudinal axis,- it becomes necessary to provide a meanswhereby the planes are returned to normal angle as the machine becomes righted and such action prevented. To accomplish this the cross-bar 71. is attached to a vertical rod 78 having a universal pivotal connection 79 to a stud 8O carried in bearings in the enclosed case H, a detail of which is shown in Fig. 27B. The lower end of the rod 78 is rovided with .a roller riding in the guide lilock 81 whereby the said rod 78 may swin in only one direction cross-wise of the mac ine in the same manner as the `weighted pendulum 62. rod 80 is provided with an arm 82 extending at right angles thereto and 'connected by 'a link 83 with an arm '84 on the vertically positioned rod 85 mounted vin bearings in the case. Near the lower end the rod 85 is provided with a worm segment 86 meshing with a worm 87 on the w-orm shaft 27A, of the winding drum C, corresponding to the shaft 27 shown in Fig. 22, which is also provided with a like worm and segment for a purpose hereinafter described.

' It will be observe-d that when the weight swings or tends to swing to one side moving the rod 68, cross-bar 7l, and' rod 72, to rock the shaft 74, that the bar 71 may not turn on the vertical axis of the shaft 7 8 as such shaft is held from twisting by the rod 83 and connected parts. Therefore, the weight of the pendulum is transmitted directly to the rock shaft 7 4, causing a contact of the brake-shoe with its friction'disc. This contact of the shoe and disc causes a consequent rotation of the sliaft 27A. and the winding drum'flexing the planes as heretofore stated. Rotation of the shaft 27A causes rotation of the worm 87, actuating the worm segment 86, rotating the shaft 85 and consequently, through the link 83 and connecting parts, rotating the shaft 78 on its vertical axis. This movement takes place after the shoe has been set and rotation of the drum begun and turns the cross-bar 71 tending to lessen or increase the distance between the arm of the pendulum and arm 73 of the rock-shaft depending upon the di- The* rection of rotation of the drum shaft. The

rotation of the drum flexes the planes and during the flexing'iof the planes the shaft 78 is turned to increase. or decrease the distance between the lever 73 on the brake shoe shaft 74 and the end of the lever 65 on the pendulum and returns the two brake shoes to normal position` while the pendulum and the lever 78 are still out of normal position. The brake-shoes are thus reset for a succeeding operation without movement of the pendulum or the rod 78, and in returning to normal the pendulum and rod are not required to travel the full distance to normal position or beyond normal position to set the opposite brake-shoe and change-the angle of inclination of the planes. Let it be supposed that the distance between said arms has been decreased.. As the machine begins to right itself by reason Vof the fiexing of the planes, the weight will begin to swing or tends to/,swing to normal position, but by reason ofthe decreased distance between the said arms, the arm 7 3 will be swung past its normal position before the pendulum has arrived yat normal which sets the opposite brakeshoe on its corresponding disc and revers/es the direction of rotation of the drum and alters the relative angle of the planes, thus bringing them to a correcting or compensating position in respect to the disturb- 'ing force at or before themtirne the machine attains its original position. If the weight swings or tends to swing to the opposite side, the worm and segment 87 and 86 will operate to increase the distance between the arms 65 and 7 3. In this case the weight will force or tend to force the arm'73 beyond normal, in the opposite direction to thatl in the first instance described before the weight has reached normal position which relaxes the set shoe and sets the freel shoe. By this means oscillation of the machine about its longitudinal axis is prevented. The'action of the swinging pendulum and the swinging cross-bar (which withrelated parts is hereinafter termed the return mechanism) in. maintaining the machine in equilibrium is shown in Figs. 4 to 1l inclusive. In Fig. 4, the machine is shown tripped atan angle to the direction of the action of the weight or mass of the mechine. In this position the weight will swing or tends to swing to the right and will set the proper brake-shoe to rotate the drum C in such direction as to increase the angle of incidence of the plane on the right hand side of the machine and decrease that upon the left and thus tend to right the machine as it progresses through the air. As before shown, rotation of the winding drum shaft twists the swinging rod 78 on its vertical axis through operation of intervening mechanism, and causes a relative offset between the arms 65 and 73 as heretofore described. At the same time the machine inl righting tends to rotate backto normal and, therefore. the weight will tend to swing back toward the center but, by reason of the oset, the brake-shoe will become released from thecorresponding friction wheel before the weight has reached the center of its swing so that the rock shaft 74 and rockarm 73 thereon will have passed or tend to pass beyond its central neutral position thus setting the opposite brake-shoe., which through the connectedmechanism reverses the direction of rotation ofv the winding drum. This relation of parts will be assumed at approximately the time the machine has reached the position shown in Fig. 5. If the force causing the original disturbance has ceased to act, the machine will continue to right itself and eventually assume the position shown in Fig. 6,

but should the oscillation be so great as to \c'arry the machine beyond the position shown in \Fdg. 6, the pendulum would continue its movement resulting in fur-ther flexing of the cords A andAl; as indicated in Fig. 5, until the movement is stopped and reversed to bring it to the"position shown in Fig. 6. Therefore, if the force tending to oscillate the machine be great the return mechanism will tend to dampen or decrease the oscillation and thev construction and relation of parts is such that this resultant action occurs whether the disturbing force tends to tip the machine in one direction or the other,

Fig. 7. is a plan View of the machine, and is a diagram illustrative-of the action of the parts when a gust of wind blows across the line of flight of the machine. Such gusts will throw the vanes V and V1 parallel'with the direction of movement of the gust, and through the connecting cords or rods 7 5 and 76, will twlst the swinging weight on its ver# tical axis, thus setting one or the other of the brake-shoes depending upon the direction of the deflection of the vanes. By this means the winding drum C will be rotated in one direction or the other and the planes flexed -in a manner to counteract the effect of the gust. That is, the angle of incidence of the plane on the Windward side will be increased, while that'upon the leeward side will be decreased. The return mechanism is. also operative under this condition because if the gust suddenly ceases the. plane on the windward side would tend to lift and rotate the machine, but by reason of the offset heretofore described having occurred4 prior to such action. the weight 4would immediately tend ,'fto dampen the oscillation through flexing the wings in the opposite manner. If the gust be sufficient to cause a movementl of the machine sideways, the action of the vanes onthe rock-arm 77 and through it to the brakeshoe would be increased.

Fig. 8, shows the machine when the vanes have been returned to the original position and it is to be noted that the secondary or return action is as necessary as in the first Fig. 9 is a diagram of the machine makingd a turn. This condition 1s brought about by turning the rudder to one side, which results first, in swerving the tail of the machine out of its natural path causing the vanes V and V1 to be deflected to a position out of the normal as shown in said Fig. 9. This would at instance. lVhile the position shown in Fig. 

